Preview: 2013 Ford Mustang

2013 Ford Mustang.

PHOTO: Ford, handout

By Clare Dear, National Post

Originally published: March 20, 2012

SMALL

MEDIUM

LARGE

Portland, Ore. • With a decade of refinement in hand, it’s fair to expect that Ford has developed its iconic Mustang sporty car to a pretty decent level — and one would be correct. There are no groundbreaking changes to the Mustang for 2013, just some tweaking and more opportunities to personalize your stallion. With the engineering wizards now working on the next-generation ’Stang, due some time in 2014 as a 2015 model, changes to this iteration have been left mainly to the design crews.

Still, this Mustang didn’t disappoint during a morning behind the wheel on some wonderful hilly, twisty roads near here. It’s everything the brand has always delivered — outstanding fun and driveability at an affordable price. That affordability, however, continues to creep upward, with the base V8-powered GT coupe starting at $39,299. That’s an increase of about $1,000 over the current model. The droptop version starts at $44,299, while the base 305-horsepower V6 coupe is $23,999 and its convertible sibling starts at $31,999. (Add $1,500 in shipping fees to all models.) However, compared with many other sporty cars, the Mustang’s bang for the buck is still a good deal.

My mount for the drive was a ticket-me-red GT coupe with the California Special package, which included a Shelby-like snout, 19-inch wheels with sticky Pirelli P Zero tires, special seat trim and some other cosmetic touches. The CS package adds $2,000 to the GT price tag and it’s one of several options a buyer can choose to personalize the car to his or her tastes.

Common to all Mustangs, regardless of six- or eight-cylinder power, is a new, more aggressive-looking front end with an integrated lower splitter. The headlights are high-intensity-discharge (HID) units, with a strip of white LED lights accenting the headlight assembly. The GT also has LED fog lamps, as well as new, functional hood vents.

The rear end also features new lighting, with the signature trio of tail lamps on each side outlined with LED strips. The light lenses have a smokey appearance and the turn signals continue to flash sequentially. The light assemblies are tied together by a glossy black panel across the rear of the car. One nifty feature is the reverse lamp — the middle lamp in each trio switches from red to white when the backup gear is engaged.

For those buyers looking for something unique, Ford is offering an available “pony” puddle light, mounted under the side mirror, that casts the running Mustang image in white light when the car’s door is unlocked. It’s a fun thing.

For Mustang buyers, the serious side of the car is found under the hood. For 2013, the GT’s 5.0-litre 32-valve V8 produces 420 horsepower, up from the current 412, with 390 pound-feet of torque. The increase in power output resulted from lessons learned by the engineering team that developed the high-output 444-hp Boss 302 engine introduced last year. (The Boss is back for 2013, although the Laguna Seca version won’t be available in Canada.)

During my time behind the wheel here, this engine, matched to a smooth-shifting six-speed manual gearbox, was truly a joy to drive. The torque was immediately available when the go-pedal was punched to pull the car out of a tight hairpin or surge up a steep mountain road. Passing on the interstate was a breeze, too. So much power, but so smooth and controllable.

One new feature for all 2013 Mustangs fitted with the manual gearbox is the addition of hill start assist. This technology recognizes when the car is stopped on an incline and will automatically maintain brake pressure for a couple of seconds after the brake pedal is released, preventing the car from rolling back as the driver engages the clutch. It makes smooth starts on a hill effortless, regardless of the driver’s skill level.

It should be noted that the clutch on the GT was so easy to engage — and easy on the leg, too. Frequent use failed to produce any fatigue in this driver’s limb. The gearbox was a pleasure to stir, with no issues finding the proper slot, especially in the sometimes tricky middle (three-four) gates.

If you prefer an automatic, the six-speed automatic now includes SelectShift, which gives the driver manual control over gear changes. Simply press the button on the shifter and you’re on your own, with the transmission holding the selectedar right up to the engine’s red line — there is no built-in override. The technology also steps up throttle response and gear changes for more sporty driving.

For those drivers who enjoy tapping the limits of the Mustang’s handling capabilities, there’s good news — Ford engineers have nailed the suspension settings. Even with some aggressive cornering, the GT stayed well planted with hardly a trace of body roll, yet the ride was comfortable throughout. At times, the road surface was very wet and slippery, with loose aggregate complicating the grip, but the car remained stable and predictable. It felt quite nimble, despite the fact it is a large vehicle compared with some of its competition. It sits on a 272-centimetre wheelbase and is 478.8 cm long overall. The manual coupe tips the scales at about 1,641 kilograms; the convertible is even heavier at 1,694 kg.

Ford is playing up the track capabilities of the 2013 Mustang, although it’s uncertain just how many owners will ever put a wheel on a strip or circuit. Regardless, a performance package is available for the V6 owners (both manual and automatic transmissions), adding such key upgrades as the GT suspension and brakes, special wheels and summer performance tires. Serious track types can step up to the GT’s Brembo racing package, which includes a larger radiator, oil cooler, the Torsen differential used on the Boss 302, larger front brake discs and performance-grade pads, plus 19-inch alloy rims and summer performance tires.

Adding to its sporty flavour is an available Track Apps package that displays functions such as acceleration time and distance (it even has a drag racing Christmas tree graphic that counts down to launch), a feature that measures g-forces generated in cornering and a system that records braking time and distance. There’s also a gauge mode to help the driver keep tabs on the engine’s systems. All the readouts are displayed on a 4.2-inch screen in front of the driver.

Of course, a car such as the Mustang isn’t complete without a great audio system. The 2013 models come equipped with a choice of available Shaker Pro packages — a 370-watt, six-channel, eight-speaker system or a 550-watt unit with seven channels that deliver through nine speakers. The latter unit is capable of producing sounds that are beyond the entire range of human hearing.

While I did check out the Shaker system in my GT coupe — and it sounded great — the best sound for me was the one coming from under the hood. That strong V8 was truly music in a car that’s a blast to drive.